EP3427992B1 - Véhicule frigorifique - Google Patents

Véhicule frigorifique Download PDF

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Publication number
EP3427992B1
EP3427992B1 EP18182828.6A EP18182828A EP3427992B1 EP 3427992 B1 EP3427992 B1 EP 3427992B1 EP 18182828 A EP18182828 A EP 18182828A EP 3427992 B1 EP3427992 B1 EP 3427992B1
Authority
EP
European Patent Office
Prior art keywords
generator
refrigerated vehicle
impeller
vehicle according
chassis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP18182828.6A
Other languages
German (de)
English (en)
Other versions
EP3427992C0 (fr
EP3427992A1 (fr
Inventor
Peter Kiesling
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kiesling Fahrzeugbau GmbH
Original Assignee
Kiesling Fahrzeugbau GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kiesling Fahrzeugbau GmbH filed Critical Kiesling Fahrzeugbau GmbH
Publication of EP3427992A1 publication Critical patent/EP3427992A1/fr
Application granted granted Critical
Publication of EP3427992B1 publication Critical patent/EP3427992B1/fr
Publication of EP3427992C0 publication Critical patent/EP3427992C0/fr
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Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/08—Auxiliary drives from a ground wheel, e.g. engaging the wheel tread or rim
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
    • B60K2016/003—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind solar power driven
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/18008—Propelling the vehicle related to particular drive situations
    • B60Y2300/18108—Braking
    • B60Y2300/18125—Regenerative braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/90—Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof

Definitions

  • the invention relates to a refrigerated vehicle.
  • Refrigerated vehicles are well known in the art and typically comprise a thermally insulated structure mounted on a chassis of a motor vehicle or trailer.
  • a cooling unit is typically provided that has a cooling compressor that is typically electrically driven.
  • an external power connection for operating an electric motor is also provided, so that a supply of electrical energy is possible when the vehicle is at a standstill or with the engine switched off.
  • a power generation system for a cooling system of a vehicle that has at least one wheel.
  • a trailing arm is pivotally connected to an undercarriage of a vehicle to convert rotational energy generated by the at least one wheel into electrical energy.
  • a transformer is coupled to the trailing arm and is connected to an electrical refrigeration system.
  • a wheel suspension system for a wheel of a motor vehicle comprising a suspension for holding the wheel and a suspension for resiliently holding the wheel via the suspension in a direction transverse to an axial direction of the wheel.
  • a generator converts kinetic energy from deflections of the suspension into electrical energy.
  • a control unit controls the amount of energy taken from the generator so that the generator provides a desired damping constant.
  • a wind turbine for trucks and commercial vehicles which consists of one or more enclosed horizontal rotors that generate electricity via three-phase generators mounted on both sides. The rotation of the rotors required for this is generated by the airstream introduced into the structure via ventilation grilles.
  • Vehicles for transporting people and/or goods which at least partially use electrical energy and electric motors as drive units and the electrical energy used is produced predominantly or to a significant extent within the vehicle from the conversion of solar radiation and kinetic energy during braking, through the wind and through Components of the kinetic energy from gravitational effects on the vehicle body, as well as components of the kinetic energy from centrifugal forces and acceleration movements of the vehicle body, and this electricity obtained is temporarily stored in suitable storage media until used.
  • a vehicle which has a plurality of unsprung components, wheels which can be rotated about wheel axles, and a vehicle body which forms a sprung component.
  • an energy generating device arranged in the vehicle body, through which a movement of the vehicle body or parts of the vehicle body can be converted into electrical energy, which can be fed to a battery.
  • the energy generating facility is an energy absorption converter and has a cylindrical coil winding which encloses an interior in which an axially magnetized permanent magnet is arranged to be coaxially movable and drivable by the movement of the vehicle body or a part of the vehicle body.
  • an energy collecting device for a transport vehicle which has a drive shaft with an electrical converter circuit and a power take-off unit.
  • the electrical converter circuit includes an electrical energy storage device with an electrochemical battery and a capacitor bank.
  • a PTO shaft unit is provided, which includes a pivot plate with a single-point clutch and an arcuate slotted coupling, which is rotatable around the arcuate slotted coupling both for coupling to the vehicle chassis and to the pivoting plate around the single-point coupling.
  • a refrigerated vehicle trailer which includes a translation connected to the vehicle axle of the trailer for generating electrical energy while driving or for operating a cooling compressor while driving.
  • the translation is spanned via a gearbox and guide wheels as well as via tensioners between a generator and the vehicle axle.
  • a fifth wheel is specified for a passenger vehicle, through which rotational energy is transmitted via a belt to a generator to generate electrical energy while driving.
  • a power generation system for mounting underneath a vehicle body, which includes a wheel driven while driving, the rotational energy of which is transmitted via belt drives to a generator for generating electrical energy.
  • a power generation system which includes an adapter mounted on the vehicle axle of a motor vehicle, a belt and a generator. If the axle of the motor vehicle rotates while driving, the rotational energy of the axle is transmitted to the generator via the belt.
  • a device for energy recovery for an electric vehicle which comprises a chain which engages in a sprocket on the rear axle of the motor vehicle and transmits rotational energy to a generator.
  • a refrigerated vehicle which has a heat-insulated cooling structure arranged on a chassis, which can be cooled via, for example, an electrically operated cooling device, the chassis being a has a rotatable shaft driven by a movement of the refrigerated vehicle, which is coupled to a generator for generating electrical energy, which can be used at least partially to operate the refrigeration device, the shaft being connected to an impeller arranged on a movable pivot arm, which is coupled to the generator is, and wherein the generator can be operated with a variable gear ratio with respect to a speed of the shaft, which can be adjusted to control the generator depending on the speed of the shaft and / or an electrical load at the generator output.
  • the movable swivel arm is connected to a bearing block, and the generator is arranged on the bearing block and connected to it, the bearing block being pivotable and held in a zero position via a reset device, which produces a position of the impeller that corresponds to forward travel.
  • the operation of the cooling device is not only made possible via components already provided by the vehicle manufacturer, but a shaft set in rotation by the movement of the cooling vehicle operates an additional generator, so that an additional energy source is available in this way.
  • the space available for example in an engine compartment, is often so small that there is no room for additional components that could be driven by the crankshaft via a belt or the like.
  • the engine of the refrigerated vehicle can only be used to a very limited extent to supply the cooling device, although the invention provides a remedy here by providing an additional shaft.
  • the shaft can be equipped with a variable transmission ratio so that a different load output from the generator can be generated depending on the requirements.
  • the transmission ratio can be adjusted by means of a magnetic clutch or a generator control, which is a Controls switching on or off of stator coils or coupling to a rotor.
  • the rotatable shaft can preferably be provided with a magnetic coupling which ensures a variable transmission ratio. Adjustment is also possible via the internal generator control, for example individual stator coils can be switched on or off. It is also conceivable to design the rotor of the generator as a component of the magnetic clutch. In this way, a simple generator control is created that enables adaptation to the actual load conditions.
  • the energy released at the output of the generator can be fed directly to the cooling device, to a buffer storage or to a battery.
  • the energy released by the generator can be made available exclusively for the cooling device. However, it is also planned to supply the energy released by the generator to a buffer storage, which is provided, for example, as a high-performance battery pack. Likewise, the energy can also be supplied to the vehicle battery, which is part of an on-board electrical system, so that, for example, the vehicle battery can be charged using the generator.
  • the buffer storage can also be provided as an additional battery independent of the vehicle electrical system.
  • a buffer storage is particularly advantageous when operating the internal combustion engine of the refrigerated vehicle with an automatic start-stop system, since the internal combustion engine of the refrigerated vehicle, which is switched off when at a standstill, cannot be used to operate the refrigeration device. This could lead to undesirable heating of the cooling structure or would mean that an automatic start-stop system would have to be bypassed, which would be disadvantageous in the wake of increased environmental awareness and/or corresponding legislation.
  • electrical energy can be supplied to the cooling device from other sources, in particular from a braking system with recuperation, a wind turbine or a solar system, directly or indirectly via the buffer storage.
  • the shaft can be connected to a wheel or an axle of the chassis and coupled to the generator.
  • the shaft can, for example, be connected to an axle of the vehicle so that it is set in rotation by the movement of the vehicle. This enables the generator to be easily coupled to existing chassis components.
  • the shaft is connected to an impeller arranged on a movable pivot arm, which is coupled to the generator.
  • a further impeller on the vehicle which is connected via a movable swivel arm to the chassis, to the cooling body mounted thereon or to a subframe between the chassis and the body of the refrigerated vehicle connected is.
  • the rotation of the shaft then takes place via a movement of the impeller, so that the refrigerated vehicle according to the invention can be expanded by an additional energy source without intervention in the existing components.
  • the movable swivel arm can be designed as a one-arm or two-arm swing arm.
  • the impeller has a smaller diameter than the wheels of the chassis and is preferably arranged between the wheels of the chassis on its underside.
  • the impeller is arranged below the chassis and is located between the front axle and rear axle approximately centrally or off-center to the left or right with respect to the transverse direction.
  • the impeller With such an arrangement of the impeller, the external dimensions of the refrigerated vehicle remain unchanged, so that a driver of the refrigerated vehicle does not have to pay any additional attention when maneuvering in relation to the impeller.
  • a low frame which is used, for example, for inner-city delivery traffic
  • an arrangement near the rear axle and offset to the left in the direction of travel in right-hand traffic would be advantageous, as this leaves enough room for the wheel even in the event of unevenness in the middle of the road surface at the same time reduces possible contact with curbs.
  • An arrangement, for example, directly behind the rear axle is also possible.
  • the movable swivel arm is connected to a bearing block.
  • a bearing block is provided, which can ensure that the impeller rests on the road, even on undulating surfaces, via the movable swivel arm.
  • the bearing block also ensures lateral guidance of the impeller.
  • the bearing block can be mounted on the chassis, the refrigerated body or a subframe.
  • the bearing block is pivotable and held in a zero position via a reset device, which creates a position of the impeller that corresponds to forward travel.
  • the bearing block is spring-loaded and held in zero position, which corresponds to straight-ahead travel.
  • the wheel does not turn when reversing.
  • the movable swivel arm which can be designed, for example, as a one- or two-arm swing arm and can be provided with additional springs or dampers, a low-wear assembly of the impeller is therefore made possible.
  • the swivel arm or the bearing block are telescopic.
  • the generator shaft and the pivot arm are aligned with one another in the axial direction.
  • the alignment of the generator axis and the swivel arm axis does not change, so that the generator can be easily coupled without having to use chain or belt tensioners.
  • the generator is arranged on the bearing block.
  • This procedure makes it possible to keep the unsprung or merely tire-sprung mass low, with the generator on the bearing block also being exposed to fewer influences such as collisions, impacts, dirt or moisture.
  • the power transmission between the generator and wheel is generated using a belt, a chain or a gear.
  • a cover can be installed to protect the chain or belt from dirt and moisture.
  • the rotary movement of the impeller can be transmitted to the generator via an appropriate power transmission. This enables a versatile implementation of the invention, which is not limited to specific embodiments.
  • the buffer storage and the generator are manufactured together with the swivel arm and the impeller as a pre-wired, ready-to-install unit.
  • the solution according to the invention can also be used as a ready-to-install unit both in new vehicles and when retrofitting existing refrigerated vehicles.
  • the ready-to-install unit can be arranged on the chassis, on the cooling structure or on an auxiliary frame, whereby a correspondingly designed mounting frame can also be used.
  • FIG. 1 A first embodiment of a refrigerated vehicle 2 according to the invention is shown below.
  • the refrigerated vehicle 2 has a chassis 4, which is connected to front and rear wheels 6 in a conventional manner.
  • a heat-insulated cooling structure 8 On the top of the chassis 4 there is a heat-insulated cooling structure 8, the interior of which is provided with cooling air by a cooling device 10.
  • an engine is provided in the area of a driver's cab 12, which is designed, for example, as an internal combustion engine.
  • an impeller 16 While the refrigerated vehicle 2 is traveling, an impeller 16 is in contact with a road surface 18.
  • the impeller 16 is coupled to a generator 22 via a movable pivot arm 20, so that the rotational movement of the impeller 16 is transmitted to a rotor of the generator, for example via belts or chain links 22 can be transferred.
  • the impeller 16 is located between the front and rear wheels 6 in the direction of the rear axle of the refrigerated vehicle 2. Other positions of the impeller 16 are also possible.
  • the structure of the refrigerated vehicle 2 according to the invention is in Fig. 2 shown again in more detail in a partially broken representation. It can be seen that the impeller 16 is connected to the generator 22 via the pivot arm 20, so that when the refrigerated vehicle 2 moves, the rotor of the generator 22 is set in rotation, so that electrical energy is generated in cooperation with a stator. The rotational movement of the impeller 16 is therefore transmitted to a generator shaft.
  • a belt drive is provided between the impeller 16 and the generator 22, the belt wheel located on the side of the generator being connected to a shaft 26 of the generator 22 via a magnetic coupling 24.
  • the belt 28 can also be replaced by a chain or a cardan shaft or the like.
  • a bearing block 30 is arranged between the swivel arm 20 and the generator 22, which is preferably designed to be pivotable in order to avoid damage in the event of possible lateral collisions, for example with a curb.
  • the bearing block 30 is held in a straight line by a spring device (not shown), so that the impeller 16 does not turn when the refrigerated vehicle 2 is reversing.
  • the swivel arm 20 can be provided with a telescoping device 32 be, which can also be attached to the bearing block 30, for example. Because it can be telescoped, it can be adapted to different vehicle dimensions.
  • the structure consisting of generator 22, swivel arm 20 and impeller 16 and, if necessary, bearing block 30 can be attached to the chassis 4 of the refrigerated vehicle 2, to the cooling structure 8 or to an auxiliary frame, not shown.
  • the swivel arm 20 can be designed as a one- or two-arm swing arm and can be supported via a spring or damper device on the chassis 4 of the refrigerated vehicle 2, on the cooling structure 8 or on the auxiliary frame.
  • either the magnetic clutch 24 can be used, but it can also be provided to use an internal generator control for load adjustment.
  • the internal generator control includes, for example, the adjustment of the excitation current of electromagnets on the stator or rotor side, the connection of individual coils of the stator or a magnetic coupling of the rotor with a variable transmission ratio to the shaft of the generator. Accordingly, it is possible to control the generator 22 depending on the load to be supplied or the speed of the impeller 16.
  • FIG. 4 A control of the generator 22 is shown schematically, which is also suitable for working together with other sources for supplying electrical energy.
  • the generator control 36 interacts with further control units 38, which are fed, for example, by a wind turbine or solar cells arranged on the roof side of the refrigerated vehicle body 8.
  • the electrical energy delivered can be used to either directly feed a cooling compressor of the cooling unit 10.
  • the electrical energy is fed into an on-board electrical system 40, which is provided with the vehicle battery 42.
  • the electrical energy is fed into an on-board electrical system 40, which is provided with the vehicle battery 42.
  • additional electrical energy can be provided via the on-board electrical system 40 independently of an alternator of the refrigerated vehicle 2, which can be used completely or partially to supply the refrigeration unit 10.
  • the electrical energy is advantageously stored in a buffer storage 44, which is provided as a high-performance battery pack, for example as a Li-ion battery, and has a sufficiently large capacity to be able to provide sufficient cooling performance even when the vehicle is at a standstill.
  • a buffer storage 44 which is provided as a high-performance battery pack, for example as a Li-ion battery, and has a sufficiently large capacity to be able to provide sufficient cooling performance even when the vehicle is at a standstill.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Wind Motors (AREA)

Claims (10)

  1. Véhicule frigorifique, lequel une structure frigorifique (8) isolée thermiquement et disposée sur un châssis (4), laquelle peut être refroidie par l'intermédiaire d'un appareil frigorifique (10) pouvant être mis en fonctionnement, dans lequel le châssis (4) présente un arbre (26) pouvant tourner, entraîné par un mouvement du véhicule frigorifique (2) et couplé à un générateur (22) pour la production d'énergie électrique pouvant être utilisée au moins partiellement pour le fonctionnement de l'appareil frigorifique (10), dans lequel l'arbre (26) est relié à une roue mobile (16) disposée sur un bras pivotant (20) mobile et accouplée au générateur (22), et dans lequel le générateur (22) peut fonctionner, par rapport à une vitesse de rotation de l'arbre (26), avec un rapport de transmission variable qui peut être réglé pour la commande du générateur (22) en fonction de la vitesse de rotation de l'arbre (26) et/ou d'une charge électrique à la sortie de générateur, caractérisé en ce que le bras pivotant (20) mobile est relié à un support de palier (30) et le générateur (22) est disposé sur le support de palier (30) et relié à celui-ci, dans lequel le support de palier (30) peut pivoter et est maintenu dans une position zéro par l'intermédiaire d'un dispositif de rappel, laquelle position zéro produit une position de la roue mobile (16) correspondant à la marche avant.
  2. Véhicule frigorifique selon la revendication 1, dans lequel le rapport de transmission peut être réglé au moyen d'un accouplement magnétique ou d'une commande de générateur (36) qui commande l'activation ou la désactivation de bobines de stator ou un accouplement à un rotor.
  3. Véhicule frigorifique selon la revendication 1 ou 2, dans lequel l'énergie fournie à la sortie du générateur (22) peut être amenée directement à l'appareil frigorifique (10), à un réservoir d'accumulation (44) ou à une batterie (42) d'un réseau de bord (40).
  4. Véhicule frigorifique selon la revendication 3, dans lequel de l'énergie électrique peut être amenée à l'appareil frigorifique (10) depuis d'autres sources, en particulier depuis un système de freinage à récupération ou une installation solaire, directement ou indirectement par l'intermédiaire du réservoir d'accumulation (44).
  5. Véhicule frigorifique selon l'une des revendications 1 à 4, dans lequel la roue mobile (16) présente un diamètre plus petit que celui des roues (6) du châssis (4) et est disposée de préférence au centre ou de manière excentrée entre les roues (6) du châssis (4) sur sa face inférieure.
  6. Véhicule frigorifique selon l'une des revendications 1 à 5, dans lequel le bras pivotant (20) ou le support de palier (30) est télescopique.
  7. Véhicule frigorifique selon l'une des revendications 1 à 6, dans lequel l'axe de générateur et l'axe de bras pivotant sont alignés l'un par rapport à l'autre dans la direction axiale.
  8. Véhicule frigorifique selon l'une des revendications 1 à 7, dans lequel la transmission de puissance entre le générateur (22) et la roue mobile (16) est produite au moyen d'une courroie (28), d'une chaîne ou d'un engrenage.
  9. Véhicule frigorifique selon la revendication 8, dans lequel un élément de recouvrement est monté pour protéger la chaîne ou la courroie (28) de la saleté et de l'humidité.
  10. Véhicule frigorifique selon l'une des revendications précédentes, dans lequel le réservoir d'accumulation (44) et le générateur (22), conjointement avec le bras pivotant (20) et la roue mobile (16) ainsi que le support de palier (30), sont fabriqués en tant qu'unité précâblée prête à être installée et destinée à être installée sur le châssis (4), la structure frigorifique (8), un cadre de montage ou un cadre auxiliaire.
EP18182828.6A 2017-07-13 2018-07-11 Véhicule frigorifique Active EP3427992B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102017115764.6A DE102017115764A1 (de) 2017-07-13 2017-07-13 Kühlfahrzeug

Publications (3)

Publication Number Publication Date
EP3427992A1 EP3427992A1 (fr) 2019-01-16
EP3427992B1 true EP3427992B1 (fr) 2024-03-20
EP3427992C0 EP3427992C0 (fr) 2024-03-20

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DE (1) DE102017115764A1 (fr)

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
DE102019218678A1 (de) * 2019-12-02 2021-06-02 Bombardier Transportation Gmbh Elektrisches System zur Energieversorgung in einem Fahrzeug, Fahrzeug und Verfahren zum Betreiben eines elektrischen Systems
DE202020104269U1 (de) 2020-07-24 2020-09-10 Kiesling Fahrzeugbau Gmbh Kühlfahrzeuganordnung und Vorrichtung zum Betrieb eines Generators
EP4144558A1 (fr) * 2021-09-06 2023-03-08 Carrier Corporation Système de réfrigération de transport
EP4206019A1 (fr) * 2022-01-04 2023-07-05 Carrier Corporation Système de réfrigération de transport

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WO2006045124A1 (fr) * 2004-10-21 2006-04-27 Morne Inus Van Rooyen Vehicule tracte
GB0908492D0 (en) * 2009-05-18 2009-06-24 Ingineered Ltd Power generating system
DE102009060999A1 (de) 2009-06-24 2011-01-05 German Gresser Energieoptimiertes Elektrofahrzeug mit autarker Stromversorgung und Verfahren zur Stromerzeugung, bevorzugt aus kinetischer und Gravitationsenergie
US8347999B2 (en) 2009-06-26 2013-01-08 Green Alternative Solar Llc Power generating unit for a vehicle and method therefor
US8723344B1 (en) * 2010-06-24 2014-05-13 James Dierickx Energy harvesting system
DE102010038281A1 (de) 2010-07-22 2012-01-26 Robert Bosch Gmbh Energierekuperation aus einer Fahrzeugfederung
US8439140B1 (en) * 2010-09-01 2013-05-14 Carlos Amortegui Energy converter assembly
US20120152634A1 (en) * 2010-12-20 2012-06-21 Matthew Skis Electricity generating in a vehicle by way of a fifth wheel
US9884558B2 (en) * 2011-10-20 2018-02-06 Newberry Francis Range extending charging system for an electric vehicle
DE102011057062A1 (de) 2011-12-27 2013-06-27 iOLS GmbH Fahrzeug
DE202012012303U1 (de) 2012-12-21 2013-02-27 Friedhelm Sassmannshausen "Windkraftanlage für LKW und Nutzfahrzeuge" (nachstehend"Mobile Windkraftanlage" genannt)
PT3224080T (pt) 2014-11-25 2019-04-02 Univ Do Porto Dispositivo de captação de energia para um veículo de transporte

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Publication number Publication date
DE102017115764A1 (de) 2019-01-17
EP3427992C0 (fr) 2024-03-20
EP3427992A1 (fr) 2019-01-16

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